Fuel feeding mechanism



Sept' 3, 1940 T. A. BANNING. JR 2,213,683

FUEL FEEDING MECHANISH Filed July 17, 193e 2 Sheets-She 2 y/faz Patented Sept. 3, 1940 UNITED STATES Thomas A. Banning, Jr., Chicago, Ill., vasligilol',

by mesnc assignments, poration, Chicago,'lll,

nois

to Borg-Warner Cora corporation of Ilii- Appuoation July 11, 193e, semi No. 91,039

' 27 Claims.

My invention relates generally to internal combustion engines and more particularly to controlled fuel'feeding mechanism therefor, it being o Aan'obj'ect of my' invention to provide a new and improved mechanism of this character which insures economical and efdcient operation of the internal combustion engine with which it is associated. f l

Another object of my invention is to provide a fuel feeding and control mechanism for an in. ternal combustion engine in which the speed of the engine is controlled by manually governing only the quantity of air supplied to the engine while the tquantity of fuel supplied is automatically controlled in accordance with'engine operating conditions.

` Another object of my invention is to provide anew and improved mechanism for varying the amount of fuel delivered to the engine cylinders in accordance with changes in the load upon the engine as reected by the compression developed ,in the individual compression chambers during the working or compression stroke and as meas- .ured by a compression responsive element.

A further object of my invention is to provide such a load controlled mechanism .with means for modifying the operation thereof for changes in the engine temperature. l

Still another object of my inventionis to pro- -Ivide such 'a load controlled mechanism with means' for modifying the operation thereof for changes in the engine speed.- Another object of my invention is to provide a mechanism-of this. character which is so con- ,structed and assembled that it may be conven-J iently attached to an internal combustion engine to iit over the manifold thereof in such a manner that the moving partslthereof may be directly connected to some rotating part of the internal m'imbustiofn engine to be driven thereby.

Another object of my invention'is to provide a mechanism of this character having fuel pumplng means wherein the intake suction of the ene is unable to aifect the flow offuel from the fuel pumping means to the intake except at such times @s the operator purposely connects the fuel lie to the suction side of the throttle inthe intake for priming purposes.

Another object -of my inventionv is to provide means for such a fuel feeding mechanism whereby the timing of the feeding of fuel .tothe cylinders is advancedin accordance with the advance in firing timing upon increase in engine speed.

Another object of my invention is to provide means for such a fuel feeding mechanism where- ..Fig.2lsa

by the communication between the individual compression passages and compression responsive means. is advanced in accordance with the ady vance in4 firing timing upon increasein engine speed.

Another object of my invention is to provide such va. mechanism withmanual means for controlling the same independently of the said modifying mechanisms.

Other objects and advantageswill become ap,-

' parent from the following specification and accompanying drawings, in which:

Fig. l isa cross sectional view of an internal combustion engine with an embodiment of mY invention. shown in side elevation, attached thereto.

embodying mechanisms operable in accordance Awith the principles of my invention.

Fig. 3 is a cross section taken on the line 3-3 of Fig. 2.

cross section of. an assembled unit Fig.4isacrosssectiontakenontheline44 of Fig. 2.

Fig. 5 is a perspective view of a pump yplunger operating bracket, and l Fig. 6 is a cross section taken on the line 6-6 of Fig. 2.

It isto'be understood that the disclosure herer in is merely for purposes of illustration and may be modified-without departing from the spirit and'scope of my invention as defined in the appended claims. ,v

Combustible mixture is supplied to the engine by a controlled 'fuel feeding mechanism and an air regulating device, the speed of the engine being governed by manually regulating only the quantity of air` supplied to the engine while the quantity of fuel supplied thereto is controlled automatically in accordance with engine operating conditions. The invention utilizes generally an air supply and regulating means therefor, a controlled fuel feeding mechanism generally designated AI (see Fig. 1)-, and automatic control means for the lcontrolled fuel feeding mechanism. The fuel feeding mechanism is priloa'd on the engine through means therein, generally designated B (see Fig. 2) which means is manly oontroued in accordance with variation of designated c and in accordance feeding mechanism may be further modified by manual means generally designated E.

For purposes of disclosure, the invention is here illustrated as applied to an internal cornbustion engine having a cylinder block I with a plurality of cylinders II, only one of which is here shown, each having a piston I2 reciprocable therein. Secured over the cylinder block I0 is a cylinder head I3 having a recess in its inner face for providing a compression chamber I4 for the cylinder II. Combustible mixture is supplied to the cylinder through an intake manifold I5, an air inlet I5a, and an intake passage I1 in the cylinder block controlled by an intake valve I8. The combustible mixture is fired by a spark plug I9 extending through the cylinder head and into the compression chamber I4, and the exhaust gases are conducted away by an exhaust manifold connected to the combustion chamber in a manner not shown. The engine is cooled by water jackets 22 and 23 communicating with a pipe 24 leading to a radiator, not shown. Ex-

' tending upwardly above the cylinder block is a casing 25 housing a distributor drive shaft having a gear 26 fast thereon for driving engagement with a suitable rotating part of the fuel feeding mechanism.

The invention in its preferred form is lembodied principally in th'e previously mentioned fuel feeding mechanism A which is mounted on the engine by a bracket 21 and bolts 28 and 29. This mechanism includes a housing which comprises generally a cap member 30, an intermediate casing 3l, a lower casing 32 and a pump casing 33. The lower casing 32 has a hand hole in the side thereof closed by a flanged cover 32a, certain adjustments to be described presently being accessible through said hand hole.

By reference to Fig. 1 it will be seen that the controlled feeding mechanism has generally the shape of an inverted L, the horizontal leg thereof, which includes the cap member and the intermediate casing 3|, being positioned over the exhaust manifold 20, while the vertical leg thereof gi extends downwardly beside the manifold. This shape of the mechanism A enables it to be attached to an engine with a conservation of space and also enables it to derive heat from the exhaust manifold. The horizontal leg houses the compression responsive means B, the temperature responsive means C, and the speed responsive means D, while the vertical leg thereof houses a driving mechanism later to be described in detail which drives the fuel pumping mechanism in accordance with the speed of the engine.

From the drawings, it will be seen that the lower end of said vertical leg is closed by the pump casing 33.

The air supply means herein consists simply of an air inlet I5a, while the air regulator takes the cylinders.

pression pressure will control the quantity of fuel f fed to the engine by the fuel feed mechanism in a manner presently to be described. Y

In order that fuel may be positively pumped in metered quantities in timed relationship with the ring order of the cylinders, I provide a fuel supply mechanism in the pump casing 33 which in the present embodiment comprises a plurality of plungers 34 having cut-away portions 35 therein and having upwardly and transversely `extending arms 36. These plungers are adapted to reciprocate and oscillate in cylinders 31 located annularly in the pump casing 33, there being one plunger and plunger cylinder for each engine cylinder. The pump casing 33 has a duct 38 and a port 38a therein for providing communication with a suitable fuel supply and to which is connected the fuel supply conduity 39. 'This pump casing also has a plurality of radially extending channels 40 connected with the duct 38, each channel intercepting one of the plunger cylinders 31 and connecting with one of a plurality of ports 4I in the periphery of said casing. One of these ports 4I is shown connected to the intake I5 by means of a conduit 42 adapted to provide communication between the port and a fuel injection nozzle 43 in the intake adjacent the passage I1 in the cylinder block. It is to be understood that each port 4I is connected in a like manner to an injection nozzle in the intake adjacent each of the passages I1 communicating with one of the compression chambers in the engine, there being one port 4I, one conduit 42 and one nozzle 43 for each of the compression chambers in the engine.

By reference to Figs. 3 and 4, it will be seen that oscillation of the cylinders 34 will put'the cut-away portions 35 in successive communication with the channels`40 and the ports 4I. As will be more fully described presently, Fig. V4 shows one of the cylinders oscillated into its suction position while Fig. 3 shows the cylinder oscillated into its ejection position. The vertical reciprocation of the plungers 34 serves to pump the fuelthrough the duct 31 and channels 40 and out of the ports 4I through the respective conduit 42 to the respective injection nozzle 43 in the intake I5, from which point it is drawn through the respective channel I1 with air supplied through the air inlet I5a into the respective compression chamber I4. Y

This combined reciprocatory and oscillatory movement is applied to each of the plungers 34 by means of a wobble plate 44 having brackets 45 secured peripherally thereto as by screws 46 and movable radially for adjustment. Each of these brackets has a diagonal slot 41 therein through which slot an arm 36 of one of the plungers 34 'is adapted to extend, it being understood that rocking of the wobble plate with the resultant vertical movement of the brackets will cause reciprocation of the plungers in the plunger cylinders 36, and, due to the diagonal slot, oscillation will also be imparted thereto during this reciprocation. 'I'he plungers 34 are adapted to move upwardly while oscillated to the position shown in Fig. 4 whereby fuel is sucked through the respective channels 40 into the plunger cylinders and are then oscillated into a position shown in'Fig. 3 whereby downward movement thereof will force the fuel drawn into the respective plunger cylinders out through the respective port 4I.

From the foregoing, it will be seen that by the provision of a pumping mechanism of the type here shown the pumping action thereof will not be detrimentally affected by intake suction since intake suction is not communicated to the fuel supply except under priming conditions later to be fully described.

A screw 48 having a ball head 49 is suitably secured in a boss located centrally of the pump casing 33, the head 49 being adapted to serve as a universal mounting for the wobble plate 44, and a socket for receivingthe head 49 is formed by a plate 50 attached beneath the wobble'plate by means of screws 5|. Extending upwardly from the wobble plate 44 is a driving arm 52 through which rocking motion and resulting pumping action are imparted to said wobble plate.

From the foregoing it will be seen that the quantity of fuel pumped bythe form of my invention shown herein is dependent upon the length of the stroke of each individual plunger 34 which length is` dependent upon the degree of 'rocking action of the wobble-plate 44, this degree of rocking.being entirelydependent upon the angularity of the driving arm 52.

' Means is provided for driving the fuel pumping mechanism in timed relationshipwith the speed of the engine, and in the present embodiment of and 54, the latter being keyed as at 51 to the upper end of a shaft 58 whereby rotary motion is transmitted from the engine to said shaft. The top of the cap member 30 and the iioor of the intermediate casing 3| are provided with bearings 59 and 68 respectively, which bearings provide a journal for shaft 58. Rotary motion is transmitted to a gear 54 and through shaft 58 to the gear 5| splined as at 52 to the lower end of id shaft. The gear 5| in turn meshes with a gear 3 xedly secured to the top of a sleeve 53a which rotates in a bearing 54 located in the iioor of the` intermediate casing 3l.

block 55 having lugs :55 depending therefrom, which lugs are adapted to Vpivotally support a cam member 51 as at 51a. The cam member 51 has in turn, pivotally depending therefrom, a sleeve member 55, which sleeve member is adapted to receive the driving arm 52 of the wob-` ble plate 44 and rock the latter when rotary movement is transmitted thereto from, the engine by the mechanism just described.

As previously brieny stated, the quannty'of fuel supplied to the engine is governed automatically in accordance with engineoperating condi` tions. This automatic control is primarily in accordance with the load on theengine as indicated by the compression withinthe cylinders of the engine. To this end I have provided compres-v sion responsive means for increasing the pump-` ing action.of the pump and thus the amount of fuel pumped through the fuel injection nozzles 43 upon increased compression in the-engine cylinders, which means in' the present embodiment includes a compression cylinder 69 located in the cap member 3|! and communicating with a circular valve chamber 'l0 by a channel 1|. This communication through channel 'l-l is regulable by means of a screw 12 located in the cap member 30 and held in its adjusted position by a'. loc nut 12a.

The lower portion of the wall of the valve chamber 10 -has a plurality of radial channels 13 Fixedly secured to the lowerv end of the sleeve 63a for rotation therewith is av d0' nut 15a threaded into a seat in the top of said thereby in the valve chamber 19. 'I'he peripheralA surface of valve 15 has. a vertical slot 15 and an annular groove 19 therein, the slot 18 connecting with the groove 19 as shown in Fig. 2. As the Ashaft 58 rotates the-rotary valve 15, the slot 18 thereof communicates successively with each of the ducts 13 while the groove 19 is in constant 'communication with lchannel 1I whereby compression in the successive compression chambers I4 is communicated through the conduits 15, ducts'13, slot 15, groove 19 and channel 1| to the compression cylinder 59.

Means responsive to the compression thus conveyed to the cylinder 59 is shown herein as a` piston 88 which has control means including a push rod 5I suitably secured thereto as by a nut 83. If desired a cup washer 84 may be secured between the upper surface lof said piston and the nut 83 in order to insure a tight seal for said piston. The lower end of push rod 8| abuts the up- .andhas a cam roller rotatably mounted at the lower end thereof adapted to engage a cam sur-l face of the cam member 51. It will be seen that downward movement under the influence of pressure in the compression cylinder 59 is transmitted to the push rod 53 through push rod 5| and cam block 82 and will cause the roller 84 to engage the cam surface 55 -whereby the camA member 51 will be pivoted outwardly on lugs 55 which pivotal movement in turn regulates the angularity of the sleeve member 58. The angularity of this member 58 is in turn adapted to regulate the degree of rocking motion of the wobble plate 44 during rotation thereof with 'member 51 and block 55, since the driving arm 52 is slidably received by the member 55. This downward movement of "push rod 83 and consequent pivotal movement of member 51 will result in an increase of the angle between the driving arm 52 and the vertical thereby increasing the displacement vof the strokes of p1ungers.34 in plunger cylinders 31 by the rocking movement of the wobble plate. n n

A spring member 85 is secured to one side of the block 55 for urging the cam member 51 inwardly and arm 52 through the medium of sleeve member 58 toward-a vertical position against the downward movement of the roller 84 under compression pressure transmitted to chamber 59 through the rotary valve 15. This spring 85 has an adjusting screw 81 in the lower Aextremity thereof lockable in its adjusted position by lock nut 88. A compression spring 85 is positioned in the compression cylinder 59 above the piston 88, its upper end being urged against a plate member which is adjustable by an adjusting screw 9| threadably secured in the upper wallJoi the 80 per surface of a cam block 52, the latter being chamber 69. Tension of spring 89 is adjusted by the plate so that the piston 80, push rods 8| and 83 and members 61 and 68 are urged against the tension .of the spring 86 in order that the spring 86 will not throw the members 61 and 68 inwardly immediately upon the fall in pressure in the chamber 69.

From the foregoing, it will be seen that the pump mechanism is driven by the engine through the medium of shafty 58 and that the rotary valve is also driven by said shaft. Thus the relative location of ducts 13 and ports 14 around the circular chamber 10 and of the plunger cylinders 31 and ports 4| around the pump casing 33 may be determined so that the slot 18 of the valve 16 will communicate with the duct 13 of a particular compression chamber immediately preceding the time when the respective plunger 35 for that cylinder will be moved downwardly in its respective plunger cylinder 31. The result of such an arrangement is that the compression pressure of each particular cylinder is transmitted to the members 61 and 68 in the manner above described, and the length of the stroke of a given plunger 34 will be adjusted in accordance with said compression in timed relationship with the ejection stroke of said plunger.

It is to be understood, however, that while I have disclosed the embodiment of my invention herein as utilizing the compression pressure of the cylinders, the working or ring pressure may under some condition be found more adaptable, the control of fuel feed herein being determined generally by the quantity of air introduced into the cylinders.

Mechanism is also provided for modifying the action of the above described compression control mechanism n accordance with engine temperature by decreasing the amount of fuel supplied upon an increase in engine temperature, and inthe present embodiment this mechanism includes a bulb 92 extending into the path of the cooling medium of the engine as it flows through the pipe 24. This bulb contains suitable expansible matter which, when it expands uponA sitions vary from time to time upon movement.

of piston 80 and push rods 8| and 83, I have provided a pivotal connection between the cam block and the Sylphon throughA lugs 95 which extend from the inner end of the Sylphon 94 and to which the adjacent end oi' cam block 82 is pivoted. The remote end of cam block 82 is also pivotally supported by lugs, one of which is shown at 96, extending inwardly from the 1ntermediate casing 3| on each side of the Sylphon, which lugs have pivoted thereto as at 91 the arms of a U-shaped member 98. 'I'he bridge of the U-shaped member 98 has a screw 99 threaded therein, which screw has a reduced stem |00 extending through a slideway in the cam block seen that the above described pivotal supporting arrangement for the block will permit free movement thereof vertically under theV influence of compression chamber 69 without impairing the horizontal or longitudinal movement thereof by the Sylphon 94.

The block 82 is drilled from the end remote from the Sylphon 94 to receive a compression spring |0|, which is coiled around the stem |00 and compressibly held between the' shoulder of screw 99 and the Wall of the drilled out portion of block 82.

By reference to Fig. 2, it will be seen that cam block 82 is tapered in such a manner that as it is moved to the left under increase in engine temperature and consequent expansion of the Sylphon 94, the aggregate length of push rods 8| and 83 between the piston 80 and the cam member 61 will be reduced, whereby the angularity of driving arm 52 of the wobble plate 44 will be reduced due to the tension of spring 86, this reduction in the angularity of arm 52 caus' ing a relative reduction in the length of the pumping strokes of plungers 34. Upon a decrease in the temperature of the cooling medium the expansible matter in bulb 92 will contract thereby reducing the length of Sylphon 94 and permitting the spring |0| to move the cam block 82 to the right of Fig. 2 which movement, due to the angularity of the surfaces of the cam block, I

will cause an increase in the aggregate length of push rods 8|`and 83 between the piston 80 and roller 84. Such an increase in the-aggregate length of the push rods, it will be seen, will move the cam surfaces 85 downwardly whereby ,the angularity of sleeve member 68 and of the driving arm 52 of the wobble plate will be increased due to' the pivoting action between members 61 and 68 nt 68a. Under such conditions it will be seen that the length of the pumping strokes of plungers 34 will be increased to provide greater quantities of fuel through the control -movements of the piston under the linfluence of compression in the compression chamber 69.

In order that the angularity of the driving arm 52 of the wobble plate 44 may not be affected by centrifugal force during rotation ofy the driving elements located thereabove, an integral armA |02 depends from the block 65. A lever |03 having a flyball |04 at one end thereof is pivoted to the lower extremity of arm |02 and is operably connected to the member 61 by a link |05. 'I'he size of the yball |04 is determined by the weight of the members 61 and 68 so that it balances them during rotation of the block 65 in such a manner that the downward movement of the fiyball during rotation of said block will draw the member 61 inwardly about its pivot 61a to decrease the tendency of the member to pivot outwardly due to centrifugal force during the rotary driving movement of the block 65 and its appurtenances.

Means is also provided for modifying the action of the compression control mechanism in accordance with'engine speed`by decreasing the quan'tity of fuel supplied upon increases in engine speed. To this end I have provided a mechanism which in the present embodiment includes a collar |06 having an annular extension |01 at the lower end thereof and from which ears ||0 depend. This collar |06 is suitably attached to the rotary valve 16 by an annular member |08 secured thereto'and having at its upper end an inwardly extending flange |09 embedded into the hub portion of the Valve 16 whereby the valve and '30 by ears |2l.

u l ananas the collar- |06 rotate with 'shaft 58 and with, prises splines 11- and 62 in the shaft 68. The

one another. A second collar ||2 is keyed as'at ||3 for rotation with the shaft .60 and has ra- -dially extending ears ||4 to which lugs 5 of ilyballs ||6 are pivoted as at ||1. The lugs ||6 have inward extensions to which are pivoted links as at ||8, the links in turn having pivotal connection with ears ||0.. 'I'he foregoing linkage is so arranged that ,upon an increase in the speed of rotation of shaft 68 Athe ilyballs will rise due to centrifugal force and being pivloted at ||1 to the keyed collar ||2, the links with'the ange |01 willbe drawn down-' rod 8| and held in alignment by an aligning pin |25 which depends from the cap member 30. It will readily be seen that this upward movement of the push rod 8| will permit -similar movement ofthe cam block- 82, push rod 83 and cam mem ber 81 under the tension of spring 86 in a manner previously described. It will also be seen that this movement of the foregoing parts will permit sleeve member 68 and driving arm 62 to move toward a vertical position thereby decreasing the Vlength of the pumping strokes of the plungers 34 in the manner previously described. Should the speed of rotation ofthe shaft 56 be decreased, the jgquantity of fuel pumped will be increased since ilyballs I I6 will drop to move the flange |01 and lever H9 upwardly and the lever |22 downwardly, thereby permitting downward movement of push rod 8| under compression in the chambei' 69 or under the tension of the spring B8 to increase the angle of driving arm 52 in a manner previously described.

Since the wobble plate 44 is driven bythe engine through` shaft 58 and since the rotary valve 16 is mounted on said shaft to rotate therewith, it will be seen that because the shaft`58 is driven directly from the engine, the wobble plate 44 and the valve 16 may be driven in exact accordance with the speed of the engine. As previously de-` scribed, the slot' 18 in the valve 16 will communicate successively with the ducts 13 of each cylinder and the wobble plate 44 will cause fuel to be pumped to the' respective ports 4| of each cylinder successively, both' the valve 16 and the wobble plate 44 operating in exact timing with the firing However, upon increased en- Downward movement 'of this 1e splines as shown herein take a spiral form, and

by reference to Fig. 2 it will be seen that the curvature ofthe splines is opposed, the purpose of which will be described presently.

. In order that the valve 16 may be moved vertically with respect to shaft 58 and thereby be advanced upon increase in engine speed, the height of the valve 16 is less than the height of the circular valve chamber.10 in which it rotates.

As previously explained, the valve 16 isxedly secured to the shaft 58 for rotation therewith byl the spline 11, but it is also adapted to move vertically relative to said shaft and within the confines of the chamber 10. Inasmuch as the spline 111s spiral in form, it will be readilyv understood that vertical movement of the valve 16 upon the shaft 58 will cause the former t`o rotate relative the latter.

This vertical movement is obtained upon change in engine speed for rotatably advancing said valve with respect to said shaft by means of the hereinbeforer described flyballs ||6 andtheir connection with the valve through the annular member |08'. As previously described, increase in engine speed will increase the rotation of the shaft 68, which increase will in turn cause the flyballs ||6 to move upwardly. This upward movement of the yballs will 'cause downward movement of the valve 16 due to its connection with the iiyballs through links collar |06, annular member |08 and flange |06, whereby the valve andthus the slot 18 therein will be ad'- vanced in accordance with the advance in ring timing in the engine.

Likewise, it is necessary toadvance the drive mechanism for the pumping means. This advance is accomplished by means which in the present embodiment .takes the form of ears |21 integral with the flyballs I6 and having links 28 pivoted thereto. The links |28 are in turn pivoted to radially extending ears |29 on the hub of gear 6|. This gear 6| is mounted on shaft 58 similarly to the valve 16, that is, xedly secured to the shaft for rotation therewith butv is adapted to move vertically with respect thereto. the spline4 62 is also spiral in form and its curvature is opposed to that of spline 11, it will be seen that upward movement of the gear 6| with' respect to shaft 58 will-cause an advance of the gear relative to said shaft in the same direction as the advance of valve 16 upon downward movement of the latter. This upward movement of `the gear 6| 'is' accomplished simultaneously with the downward movement of valve 16 vby the upe ward movement in the yballs H6 upon an advance in engine speed ,through the medium' of lugs |21, vlinks I 28 and ears |29. It is to be understoodthat this advance in the position of the gear 6| will cause a similar advancev in the remainder of the driving mechanism for the pump. A compression spring |30 isvcoiled around \the shaft 58 and is compressively held between the collar I2 and the hub of the gear 6|. The purpose of this spring is to urge the gear 6| downwardly on the shaft 58 against the tendency of the gear to move upwardly through the medium of flyballs ||6 upon increased engine speed.

By reference to Fig. 2,` it will be seen that the teeth of gears 6| are broader than the teeth of gears 62-with which they mesh, the purpose of this construction being to insure against this meshed engagement being broken during vertical movement 0f the gear 6| with respect to the gear 62.

Since In order that fuel may be pumped to the engine in excessive quantities for choking purposes, I have provided means which in the present embodiment takes the formA of a lever |3| pivotally mounted on the cap 30 by an upwardly extending lug |32. One arm of this lever is connected to manually operable means not shown herein, while the lower surface of the other arm engages the upper end of a pin |33 extending through the cap member 30 and secured to the cross piece |26 previously described. Movement of the lever |3| will be transmitted through the pin |33 to cross piece |26 thence to the push rod 8| whereby push rod 83 and members 61 and 68 may be manually controlled to increase the angularity of driving arm 52 of the wobble plate against the tension of spring 86. This increase in the angularity of arm 52 will increase the pumping stroke of plungers 34 and thus the quantity of fuel pumped to the engine cylinders in the manner previously described.

Means is also provided for priming the fuel pump, which means in the present embodiment takes the form of a duct |34 in the pump casing 33. This duct |34 connects with one of the plurality of radial channels 40 and communicates with the air inlet |5a on the suction side of valve |6 through a conduit |35. Communication between the intake suction and the channels 40 is controlled by means of a valve |36 which is located in the conduit |35 and has a levex` |31 connected with suitable manually controlled means, not shown. When valve |36 is opened by lever |31 suction created in the air inlet |5a will be coinmunicated to the channels 40, to the duct 38 and thence to the liquidfuel supply line 39 whereby fuel will be sucked from the fuel supply into channels 40. Preferably, the connections to the lever |31 run to the control station'for the internal combustion engine.

In order to obtain smooth and efficient operation of the wobble plate 44 and plungers 34, I provide a sealed chamber |38 4above the pump casing 33 which may be flushed with suitable lubricant. Inverted over the pump casing 33 and fitting within the lower casing 32 is an inverted cup-shaped member |39 having an aperture in the top thereof to permit operation of the sleeve member 68 and driving arm 52. The member |39 has an annular member |40 riveted to the top thereof, the members |39 and |40 having secured therebetween the outer peripheral edge'of a ring |4| of suitable elastic material, the inner peripheral edge of which is sealed with the top of wobble plate 44 by means of an annular member' |42 secured to the wobble plate by means of screws 5|.

I have provided means for ushing the chamber |38 with a suitable lubricant which in the present embodiment comprises a cylinder |43 having a connection |44 with the interior of chamber |38. A plunger |45 having a rearwardly extending stem |46 is urged forwardly in the cylinder by means of a compression spring |41. A funnel |48 is connected to the cylinder by a pipe |49. Upon withdrawal of the plunger by the stem |46 lubricant may be admitted to the cylinder forwardly of the plunger through the funnel |48 and pipe |49. Upon release of the stem |46 the plunger will be urged forwardly thereby forcing lubricant into chamber |36.

From the foregoing statement of my invention and description of a preferred embodiment thereof, it will be seen that I have provided means whereby the operation of an internal combustion engine may be governed by the pressure developed in the cylinders thereof and modified by existing temperature and speed conditions therein. It will also be seenthat with such a control the regulation of the air supply will in turn control the fuel supply. Thus the operation of the engine isrespcnsive to the quantity of air supplied to the engine. However, I do notintend to limit the scope of my invention to the use of the controls disclosed herein, it being understood that I also contemplate their use severally or in combination with an internal combustion engine, whereby the economy and efficiency of the engine will be greatly enhanced.

I claim as my invention:

1, In a fuel feed mechanism for an internal combustion engine having cylinders, a fuel pump, a driven element in said mechanismconnectible with the engineto be driven thereby and driving- 1y connected to said pump, a pressure responsive device in said mechanism, means associated with said driven element for establishing communication successively between the compression chambers in the cylinders of the engine and the pressure responsive device, control means operatively connected to said fuel pump and said pressure responsive device for controlling lsaid pump in accordance with compression pressure in said cylinders, and means for varying said compression pressure including air supply means for the cylinders of the engine having a-valve member therein for controlling the passage of air to the cylinders.

2. In a fuel feeding mechanism for an internal combustion engine having cylinders, a fuel supply device for supplying fuel to the cylinders,

means for controlling said fuel supply device for I increasing the amount of fuel'supplied to the cyl-.- inders in accordance with an increase in the compression pressure in the cylinders comprising a pressure responsive device and .means for establishing communication between said pressure responsive device and the compression chambers of the cylinders when said cylinders are under compression. u

3. In an internal combustion engine having cylinders, in combination, an air supply device for said cylinders having a manually operable regulator therein for controlling the quantity of air supplied, and a fuel feeding mechanism having a fuel pump therein, control means for said pump whereby the quantity of fuel pumped thereby is metered, a mechanism for regulating said control means operable to increase and decrease the quantity of fuel in accordance with a corresponding increase and decrease in the amount of air supplied to said cylinders including a pressure responsive device cooperable with the control means, and means forming a passage for establishing communication between said deviceA and the compression chamber portion of said cylinders when the same are undergoing compression.

4. In a fuel feed mechanism for an internal combustion engine, a fuel pump, said fuel pump being adapted to be driven by said engine, compression responsive means, means for establishair supply means for regulating the passage of air therethrough.

5. In an internal combustion engine having cylinders, in combination, an air supply device for the cylinders having an air regulator for co'ntrolling the quantity of air supplied, a fuel feed- -ing mechanism having control means therein for governing the quantity of fuel fed thereby, a pressure operated mechanism for regulating said control means to constantly vary theamount of fuel in ,accordance with the amount of air supplied to the cylinders, and means forming va valved passage for establishing communication between said last named mechanism and the compression chambers of the cylinders to subject said mechanism to the periodic changes in the compression pressure in 'each cylinder. f

6. In aninternal combustion engine having cylinders, in combination, means for supplyingair to the engine, means for controlling the flow of air through said air supply means, and a fuel means.

'7. In a fuel feeding mechanism for an internal combustion engine having cylinders, a fuel pump, a sectioned control element operatively connected with said pump at one end and having a piston secured to its other end, a compression cylinder adapted` to receive said piston, means for establishing communication between said compression cylinder and the cylinders of said engine during a portion of the cycle of each cylinder whereby pressure created in the engine cylinders during that portion of each cycle thereof will be transmitted to said compression cylinder, said piston with said sectioned control member being adapted to vary the output of said pump in accordance with the movement of said piston within said compression cylinder in response to variations in compression therein created by similar variations of pressure within the engine cylinders, a block having cam surfaces, mounted for horizontal movement between the sections of said control member upon variations in engine temperature whereby the sections are moved toward and away from one another for varying the aggregate length of said control member upon such temperature variations, means for pivotally. mounting said block whereby said block may move in a path longitudinally of and with Ysaid control member throughout the compression responsive movement thereof and also at substantially right angles to said longitudinal movement upon changes in engine temperature.

8. In a fuel feed mechanism for an internal combustion engine having cylinders, fuel pumping means, a shaftv in said mechanism connectible with the engine to be driven thereby, a circular valve chamber in said mechanism, radialv ducts in the Wall of said valve chamber connectible with the compression chamber portions of said cylinders, a rotary valve operable in said valve chamber by said shaft and having a slot therein successively communicable with said ducts during rotation of said valve, a groove in said valve connected with said slot, a cylinder in said mechanism and a pressure responsive piston operable said groove is transmitted to said cylinder to operate said pistongand means operatively connected with said piston and said fuel pumping means for regulating the quantity of fuel pumped by said pumping means upon movement of said piston within said cylinder.

, 9. In a fuel feeding mechanism for an internal combustion engine having cylinders, in combination, a fuel delivery mechanism, a. pressure responsive mechanism forvarying the output of said fuel delivery mechanism in ,accordance with pressure-developed in the cylinders of the engine, means for establishing communication between said cylinder and said pressure responsive mechanism, temperature responsive means for modifying the effect of said pressure responsive mechanism upon said fuel delivery mechanism in accordance with changes in the temperature of the engine, speed responsive means for modifying the effect of said pressure responsive mechanism upon said fuel delivery mechanism in accordance with variations in the speed of the engine independently of said last named means, and manually operable means for varying the effect of said pressure responsive mechanism upon said fuel delivery mechanism independently of said temperature responsiveA means and said speed responsive means.

' feeding mechanism having, in combination, a

control means for regulating the action of said fuel feeding mechanism, pressure responsive means for regulating said control element, means for communicating pressure from the engine cylinders to said pressure responsive means -and mechanism responsive to engine temperature for modifying the effect of said pressure responsive meansv on said control means.

11. In a fuel supply system foran internal combustion engine having cylinders and an air supply device for said\cylinders with means for controlling the passage of air therethrough, a fuel feeding mechanism having, in combination, a control means for increasing and decreasing the -action of said fuel feeding mechanism, pressure responsive means forregulating saidcontrol element in accordance with pressure in the engine cylinders, means for communicating pressureA from the engine cylinders to said pressure responsive vmeans and mechanism constantly dependent on various engine speeds for modifying the eiect of said pressure responsive means on said control means.

l2. In a fuel supply system for an internal combustion engine having cylinders and an air supply device with means for controlling the passage of a'ir' therethrough, a fuel feeding mechanism' having, in combination, fuel pumping means, a control element for said fuel pump'ing'means, pressure responsive. means for regulating said control element, means for establishing successive communication between the cylinders and said pressure responsive means in timed relationship with the firing timing of the cylinders,l and means for advancing the successive communication between the cylinders and said pressure responsive device in accordance with the advance in firing timing of the cylinders upon increased engine speed.

13. In-a fuel feed mechanismv for an internal combustion engine having cylinders, fuel pumping means for pumping fuel successively to said cylinders, driving elements for said pumping means including a drive shaft drivingly connectible with the vengine and having a gear mounted thereon for rotation therewith, said shaft and said gear being relatively longitudinally said gear and said valve are rotated relative said shaft upon relative longitudinal movement between said shaft and said gear and valve, and speed responsive means associated with said shaft for obtaining such longitudinal movement upon change in engine speed.

14. In a fuel feed mechanism for an internal combustion engine having cylinders, fuel pumping means for pumping fuel successively to said cylinders, driving elements for said pumping means, said elements being drivingly connectible with the engine, pressure responsive means for regulating the quantity of fuel pumped by said pumping means, said pressure responsive means being in successive communication with the compression chambers of the cylinders, valving means for establishing such communication, said valving means being operable by one of said driving elements, an engagement between two of said driving elements and between said valving means and the-driving element by which it is operated whereby axial movement between said driving elements and between said valving means and the driving element by which it is operated will cause an advance in the driving movement of the drive elements for the pump and an advance in the valving operation, and means for causing such axial movement in accordance with increases in engine speed.

l5. In an internal combustion engine having cylinders, in combination, an air supply device having means for controlling the passage of air therethrough, and a fuel feed mechanism adapted to feed fuel successively to the cylinders in timed lrelationship with the firing timing thereof and having a fuel pumping mechanism and control means therefor, pressure responsive means for regulating said control means, means for successively establishing communication between the cylinders and said pressure responsive means in timed relationship with thering timing of the cylinders, and means for advancing the successive feeding of fuel to the cylinders and the successive communication between the cylinders and the pressure responsive means in accordance with the advance in ring timing of the cylinders upon increased engine speed.

16. In a fuel supply system for an internal combustion engine having cylinders, an air supply device for said cylinders with means for controlling the passage of air therethrough and a fuel feeding mechanism adapted to feed fuel successively to the cylinders in timed relationship with the firing timing thereof having, in combination, fuel pumping means, control means for said fuel'pumping means, pressure responsive means for regulating said control means, means for successively establishing communication between the cylinders and said pressure responsive means in timed relationship with tl'e firing timing of the cylinders, mechanism for modifying the regulating effect of said control means in accordance with the temperature of the engine, mechanism for modifying the regulating effect of said control means in accordance with the speed of the engine, and means for simultaneously advancing the successive feeding of fuel to the cylinders and the successive communication between the cylinders and the compression responsive means in accordance with the advance in firing timing of the cylinders upon increased engine speed.

17. In a fuel feed mechanism for an internal combustion engine having cylinders, in combination, means for pumping fuel to the cylinders, a driven element in said mechanism connectible with an engine to be driven thereby, and being adapted to drive said fuel pumping means, a load responsive control member in said mechanism operatively associated with said fuel pumping means for varying the quantity of fuel delivered to the cylinders thereby, pressure responsive means operatively associated with said control member, means establishing communication between the cylinders and said pressure responsive means whereby the latter may be operated in accordance with the pressure in the cylinders, speed responsive means associated with said driven element operable upon speed changes therein, means for operatively connecting said speed responsive means with said control member, and temperature responsive means operatively associated with said control member for movement therewith throughout its movement by said pressure responsive means, said temperature responsive means being mounted for temperature responsive movement throughout its load responsive movement with said control member.

18. In an internal combustion engine having cylinders, in combination, an air supply device having means for metering the passage of air therethrough, a fuel feeding mechanism including a fuel pump for supplying fuel to the engine, means for governing the fuel supply comprising a control means for said fuel pump, a pressure responsive device for regulating said control means, meansfor establishing communication between the cylinders and said pressure responsive device, mechanism for modifying the regulating effect of said control means in accordance with the temperature of said engine, and mechanism for modifying the regulating effect of said control means in accordance with the speed of said engine.

19. In a fuel supply mechanism for an internal combustion engine having cylinders, a fuel supply device for supplying fuel to the cylinders, having, in combination, pressure responsive means for varying the amount of fuel supplied to the cylinders in accordance with variations in the amount of air drawn into the" cylinders, means for establishing communication between said pressure responsive means and the cylinders, means for modifying the effect of said pressure responsive means in accordance with engine temperature, and means for modifying the effect of said pressure responsive means in accordance with engine speed.A

20. In a fuel feed system for an internal combustion engine, the combination of a fuel pumping mechanism having adjustable driving means, driving elements for said fuel pumping mechanism connectible with an engine to which the amaesa fuel feed system is to be attached, control means for adjusting said driving means, temperature responsive means adapted to regulate said control means and including a cam element movable in response to changes in engine temperature and Aadapted to vary the aggregate length of said 21. In a fuel feed system for an internal com bustion engine, the combination of a fuel pumping mechanism having adjustable driving means, driving elements for said fuel pumping mechamsm connectible with an engine to which the fuel feedsystem is to be attached, control means for adjusting said driving means, speed respon-` sive means operable with said driving elements and being adapted to regulate said control means upon speed changes in said driving elements, and temperature responsive means operatively connected with said control means and movable upon changes in engine temperature for further regulating said control means.

22. In a fuel feed mechanism for an internal combustion engine, in combination, a control means movable to vary the quantity of fuel fed by the mechanism, temperature responsive means for regulating the movement of said control means in accordance with changes in temperature in the engine to which -said mechanism is attached and speed responsive means for regulating the movement of said control means in accordance with changes in speed of the engine to which said mechanism is attached.

23. In a fuel feed mechanisn for an internal combustion engine, a rotary valve, a pressure responsive element adjacent said valve, an engine driven element beneath said valve, a pump driving element adjacent said engine driven element and beneath said pressure responsive element and a fuel pump and fuel pump connections beneath said pump driving element, all

contained in a substantially inverted L-sliaped housing for attachment over the manifold of an internal combustion engine.

24. In a fuel feed mechanism for attachment to an internal combustion engine, fuel feedcontrol mechanisms centered about a pair of axes, one o f said mechanisms vbeing longer than the other, an engine driven member comprising the shorter mechanism, said mechanisms being contained in a substantially inverted L-shaped housing for attachment to an internal combustion engine with said shorter mechanism nearer to a rotating 4part of said enginev with respect to said longer mechanism for establishing a driving connection between said longer mechanism and said rotating part of the engine.. v

25. In combination with an internal combustion engine having a manifold at its side, a4 fuel feed mechanism for controlling the quantity of fuel delivered to the engine in accordance with engine operating conditions assembled and constructed to be contained in a substantially inverted L-shaped housing for attachment to said en- 'gine with one arm parallel to the side of the engine block and adjacent said manifold while the other arm is parallel to the to'p of said engine block and adjacent said manifold.

26. In a fuel supply system for an internal combustion engine having cylinders and an air supply device with means for controlling the passage of air therethrough, a fuel feeding mechanism having, in combination, fuel pumping means, a control element for said fuel pumping means, pressure responsive means for regulating said control element, means for establishing successive communication between the cylinders and said pressure responsive m in timed relationship lwith the compressio in said cylinders.

27. The combination with an internal combustion engine operating on a definite cycle and having a plurality of cylinders operating in,l a

definite firing order, of fuel pumping means for each of said cylinders, means responsive to the compression pressure in the respective cylinders for controlling the amount of fuel delivered by said pumping means to the respective cylinders, means driven by said engine for effecting communication between said pressure responsive means and the respective cylinders when said cylinders are under compression.

'moms A. BANNnvo, Jn.

Paqnt No. 2,215,683.

CERTIFICATE oF'A cRREcTIoN.

l y September E, 1914.0. THOMAS .9.. BANNING, LIR.

It -is lhgrey certified tha# error appears in the printed specifi-cation v of the dbpvejnmnbered 'patent brequiring corretion as follows:l Page b., secon'cl ollnn, lijielp', be'fore' the wordy "'bomp'resgi'on" insert compression in then;

4 and that the sid Letters' Patent -should-be ra'd with this correction therein that' the same may confrm to the record f th'e` 'casey inthe Patent Office.

Signd and -sealed (this v5th day of November, AY.D. 19H0. V 

